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Why 




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IN the following pages we have en- 
deavored to give in as concise a 
manner as possible, ^'Reasons Why" 
the Baltimore & Ohio Railroad should 
claim not only the attention, but the 
patronage of the traveling public, 
which are : 



Its claim to priority 

Its historical associa- 
tions 

Its scenic charms 

Its magnificent equip= 
ment 

Its superb road=bed 

Its superior Dining Car 
service 

Its stop=over privileges 

Its unequaled facilities 

Its polite and obliging 
officials 



Its fares always as lo'w 
as the lowest 




A 




Reasons Why 



Issued by the 
PASSENGER DEPARTMENT 
BALTIMORE & OHIO RAILROAD CO. 
' OCTOBER, 1901 




PhotOffi'aph of Silk IJadne worn at the laylnp of the 
Corner Stone of the Baltimore & Ohio Unilroad, 
. July 4, 1828. 

0^ 



(3,^'i^ 





WHY WE ASK YOU TO TRAVEL VIA 

THE BALTIMORE & OHIO 

RAILROAD. 

HE discerning make a pleasure of 

T necessity at every opportunity. 
Thus, in the effort to increase 
pleasure and reduce a journey 
of necessity to a gratifying ex- 
perience, we invite your atten- 
tion to the following substantial 
reasons why you should travel by 
the Baltimore & Ohio whether 
your railroad trip arise from 
pleasure or necessity, or both. 
It is the most interesting railroad in the 
world. Its history reads like a tale of fiction, 
magnificently illus- 
trated with 
stirring scenes. 
Much has been 
written con- 
cerning its 
building and 
the vicissitudes 
through which ix,".*. 

it has passed in seventy-two years. It was 

the first rail- 
road in Amer- 
ica. 

First to ob- 
tain a charter 
and the only 
existing rail- 
i'^-9- road bearing 

without change its original charter name. 

First to be operated for pa 
sengers or freight. 

First to utilize locomotive 
power. 

First to penetrate the Alle- 
gheny Mountains. 

First to issue a time table. 
First to employ electricity 
as a motive power. 

First in the world to introduce 
electric automobile service 
connection with its passen- 
ger trains. This service 



Why we 
Travel. 



The First 
American 
Railroad. 





1829. 



RILASONS WHY 



Electricity as 
a Factor. 



performed at Washington, has received com- 
plimentary recognition by the Government by 
representation on the four-cent special series 
of postage stamps issued in honor of the Pan- 
American Exposition. The illustration on stamp 
is f ac-simile of photograph appearing on page 33. 
First to employ electricity as a means of 
communication. It had the first telegraph line 




BraddocU's Spring, near Frederick, Md. 



in the world, and over which was sent the first 
message "What hath God wrought" by Pro- 
fessor S. F. B. Morse from Baltimore to Wash- 
ington, in 1844. 

It is the only railroad having a fully equipped 
electric power plant of its own, and which 
supplies current for the operation of the most 
powerful electric locomotives in the world, 
as well as light for two immense terminal 
railroad stations, miles and miles of storage 
tracks, two large grain elevators and the 
great Locust Point terminal in the city of 
Baltimore. It also furnishes the power and 
light for the electric tunnel a miJe and a half 
in length, under the city of Baltimore, and 
which was built at a cost of $7,000,000 to 
avoid ferry transfer and improve service of 
Royal Blue Line trains between New York and 
Washington, 

The large ocean coal pier just completed at 
Curtis Bay, Baltimore, is the most stupendous 
ever constructed. 



RE.ASONS WHY 



It has always kept ahead of the times 
in all modern improvements and facilities. 
Its motive power is not surpassed by any 
railroad in the world. Its car equipment is 
of the very latest improved designs and in- 
cludes Pullman's latest models. Its track is 
stone-ballasted, and almost the entire line laid 
with 85-pound steel rails. 

The Baltimore & Ohio Railroad had its 
beginning in the territory peculiarly identified 
with the early history of our country; and its 
trade mark — the dome of the Capitol of the 
United States — is consistent, as the line passes 
through the cities in which the Capital was 
located at various times, when compelled to 
keep up a peripatetic existence, moving from 
Philadelphia to Baltimore, thence back to Phila- 
delphia, to Annapolis, to New York and finally 
to Washington. 

Great honor is due the wise solons of the 
Maryland Legislature at Annapolis in 1827, 
for their foresight in granting a subsidy to 
develop the commercial interests of our country 
at large. In the quaint old Statehouse at 
Annapolis, with its many famous archives, is 
recorded the story of the beginning of the 
railroad. 

In legend and myth; in song and romance; 
in fact and in fancy; and in the stirring reali- 
ties of history, the territory is famous not 
only locally, but nationally and internationally. 



Ahead of the 
Times. 



Trade mark 
of the 

Baltimore & 
OhioRailroad. 




Its Fame and 
Scenic Charm. 




The Old National I'ike, near Frederick, Md. 



REASONS WHY 



Following the 
Trail of the 
Red Man. 



A century and a half ago the route now 
traversed by the Baltimore & Ohio Railroad 
across the mountains was known as the 
"Great Nemacolin Path," the Appian Way of 




W^^^^^^ 



Old National Bridge, Cumberland, Md. 



French and 
Indian War. 



The Old 
National 
Pike. 



the savages. Later George Washington, Sur- 
veyor, in laying out the route of the stage 
road across the mountains to the Ohio Valley, 
followed this same path. Later still the 
French, under Pierre Duquesne, who had been 
usurping much of the territory which was 
claimed by Great Britain, were called to ac- 
count by England, and Washington was again 
sent over the territory to warn the French to 
leave; but force became necessary, and in 
1755 General Braddock with Washington as 
Colonel, was sent to drive the French and 
Indians from the territory. Braddock, who 
refused to receive the counsel of the young 
officer (Washington) was defeated and killed 
in battle, and his body was buried a short 
distance from Fort Necessity, which was built 
by Washington two years prior. 

In the early part of the nineteenth century 
the old stage road evolved into a national 
pike, and the colonists from the East became 
numerous in the constant rush of civilization 
towards the Ohio Valley. 



REASONS WHY 



( 



On the second day of February, 1827, the 
citizens of Baltimore conferred upon the adop- 
tion of proper measures for " The commence- 
ment of the Baltimore & Ohio Railroad, a work 
of deep and vital interest to the American 
people, by facilitating its commerce, diffusing 
and extending its social intercourse, and 
perpetuating the happy union of the Confed- 
erate States." An act of incorporation by 
the State of Maryland was granted February 
28, 1827, and confirmed by the State of Vir- 
ginia March 8, 1827, and the construction of 
the road was commenced July 4, 1828. The 
ceremonies attending this great event were 
conducted by the Masonic fraternity. The 
city of Baltimore was in gala attire and stran- 
gers from distant points began arriving in 
town a day or two before the celebration. 
The leading event was the laying of the corner 

stone of this 
first railroad of 
the land. The 
venerable Chas. 
Carroll of Car- 
rollton, the last 
surviving signer 
of the Declara- 
tion of Inde- 
pendence, cast the first spadeful of earth for 
the beginning of the railroad, saying: "I 
consider this among the most important acts 
of my life, second only to that of signing the 
Declaration of Independence, if indeed second 
to that." 

This remarkable stone was placed in the 
earth and the laying of the wooden track of 
the railroad was then begun. Strange as it may 
seem, in the natural shifting of position of the 
track this stone was forgotten and its exact 
location in the earth remained only a matter of 
conjecture for nearly forty years. The interest 
was revived in July, 1898, when a re-survey was 
made and the stone located six feet under the 
surface of the ground. The entire masonry 
was then carefully raised above the earth and 
enclosed in a steel cage, so that the famous 
relic will remain in public view for all time. 



The Beginning 
of A merican 
Railways. 



yiR ST STOJN E 

of the 
BAUT. O OHIO RAi: 




Laying of the 
Corner Stone 
of the 

Baltimore & 
Ohio Railroad. 



FcEASONS WHY 



The Original 
Line. 



The line originally extended from Baltimore 
to Ellicott Mills, a distance of fifteen miles, and 
from thence to Frederick, sixty-one miles. 
When the track was completed experiments of 




The 



The First 
Locomotive. 



Point of Rocks, Maryland. 

all kinds were made for the propelling of cars. 
Relays of horses were first used ; they were fol- 
lowed by sail-cars. When the track was com- 
pleted and the movement of trains actually be- 
gan, the arrival of a train was heralded by 
the ringing of a bell at the station. In 
August, 1830, steam was introduced and Peter 
Cooper with his crude engine hauled the first 
train. 

Then it was found necessary to extend the 
line to Harper's Ferry in competition with the 
Chesapeake & Ohio Canal. At Point of Rocks, 
Md., the railroad and canal run side by side, and 
there was intense rivalry between the two com- 
panies. The canal people se- 
cured an injunction against 
the railroad prohibiting the 
latter from using engines for 
hauling trains at 
^ that portion of 
the line, because 
the engines 
_:;^ frightened the 
mules which 
hauled the boats; 

'Davis Grasshopper," 1832. ^^^ ^^^ ^ ^j^^^^ j^^^g^^j^ 

the railroad was compelled to go back to horses. 
The first locomotive in America was built 
by Peter Cooper on the site of the present 
Mount Clare Shops of the Baltimore & Ohio 
Railroad in Baltimore in 1829. The tubes 




R E, A S O N S 



WHY 




Winans Mud Digger, 1836. 



Evolution 
of the 
Locomotive. 



used for the boiler in this famous locomotive 
were six gun barrels. In 1830 the first success- 
ful test was made 
from Baltimore 
to Ellicott Mills, 
and the steam 
engine as a motive 
power was perma- 
nently estab- 
lished. Then 
followed the 
evolution of 
the locomo- 
tive; first the 

Davis Grasshopper, designed by Phineas Davis; 
then in 1836 the Winans Mud Digger, designed 
by Ross Winans of Baltimore. This was fol- 
lowed by the Winans Camel Back, which re- 
markable t}T)e of engine was successfully used 
until within the last two 
After this came 
the "Hayes 
Dutch Wa- 
gon," de- 
signed for 
hauling pas- 
senger trains, 
in 1852. From 
that date to 
the present time the improvements in motive 
power came thick and fast; the Baltimore & 
Ohio Railroad, ever first to adopt the latest 
and best, boasts of the finest t}T)es of locomo- 
tives in the world today. 

The magnificent ten-wheel passenger en- 
gines used on all of the Royal Blue trains of 
the Baltimore & Ohio 
Railroad are among 
the heaviest in con- 
stant service in the 
country. Their driving 
wheels are 
seventy - eight 
inches in diam- 
eter, and these 
powerful ma- 
chines are able to haul ten-car trains at a 
speed approaching seventy miles per hour. 




The "Camel Back," 1850. 



The Modern 
Flyer. 




Hayes Dutch Wagon, 1852. 



REASONS WHY 



Evolution of 
the Passenger 
Coach. 



The evolution of the passenger car is almost 
as interesting as that of the locomotive. The 
originals were built after the 
manner of the stage coach, with 
only four wheels. The crude sleep- 
ers were introduced in 1848 and 
at that time the press comments 
were profuse over such a luxury. 
What must be the impressions of 
the thousands 
living today 




The 

Completion of 
the Great 
Trunk Line. 



Electric Locomotive. 

who traveled in the old style of car and who 
have since enjoyed a journey between Washing- 
ton and New York in the palatial "Royal 
Limited," or indeed on any of the Royal Blue 
trains! 

The original line of the Baltimore & Ohio 
Railroad, as has been stated, was between Balti- 
more and Ellicott Mills, fifteen miles. Then 
it was next extended to Frederick, sixty-one 
miles. Its next extension was from Relay to 
Washington, thence to Harper's Ferry; thence 
to Cumberland; thence across the Alleghenies to 
Wheeling and finally from Cumberland to Pitts- 
burg and Chicago. The building of the line 




The Latest Modi 1 of Fast Pasiseii^er Locomotive in 1900. 



REASONS WHY 



across the mountains was a most stupendous 
engineering undertaking and a marvel which 
excited all the countries of earth; the obstacles Crossing- the 
to be overcome; the tunneling through the 
walls of granite; the bridging of great caverns. 
The final joining of the East with the West was 
a period of great rejoicing. This feat suc- 
cessfully accomplished, was the beginning of a 
new era in the commercial history of America. 
The West invited opportunities with its min- 
eral and agricultural resources and cities grew 
rapidly. The Atlantic ocean and the Missis- 
sippi River were at last connected with bands 
of steel. 

When the Civil War broke out the eyes of The Civil War. 
the whole nation were constantly on the line 
of the Baltimore & Ohio Railroad, because of 




Harper's Ferry, from Maryland Heights. 

its great importance and the part it was 
compelled to play in the fierce struggle. 

The entire line from Parkersburg and Debatable 
Wheeling, W. Va., to Point of Rocks, Md., ^''^""'^• 
during the Civil War was debatable ground 
over which the contending hosts marched and 
fought. It was the base of operations for the 
Federal army during the entire conflict, and 
the Government could not cut loose from it 
and take advance line earlier than November, 
1864. The importance of keeping this great 
highway open as a means of communication 
between the West and the Army of the Potomac, 



RE,ASONS WHY 



compelled the National Government to guard 
it with watchful care, and tens of thousands 




The First 
Point of 
Conflict. 



L Block- 
it Houses. 



Harper's 
Ferry, the 
Key to the 
South. 



Jefferson's Rock, Harper's Feriy. 
Looking up the Shenandoah Valley. 

of the "Boys in Blue" bivouacked and did sentry 
duty along its lines. 

Early in May, 1861, two of the four Federal 
columns of advance concentrated on the Ohio 
River, one at Parkersburg, the other at Wheel- 
ing, and on May 24th moved forward into 
West Virginia to cut off the advance of the 
Confederate army, resulting in the fight at 
Phillippi on June 3d, and the subsequent early 
campaign in West Virginia. 

The third Federal column of advance con- 
centrated at Harper's Ferry, the fourth at 
Washington, and the first step taken was to 
guard the entire line of the railroad and keep 
it open from the Ohio River to Washington. 

The defenses of the Baltimore & Ohio Rail- 
road from Monocacy to the Ohio River, includ- 
ing the forts at Harper's Ferry, Cumberland, 
New Creek (Keyser), Piedmont, Winchester 
and those across the mountains, were placed 
in the hands of competent engineers, and 
block-houses were built at every convenient 
point along the railway. 

Harper's Ferry was the first place to suffer 
at the beginning of hostilities, because the 
Government arsenal and armories were there. 



L 



REASONS WHY 



Those buildings were eventually destroyed by 
Government troops when their capture by 
Confederates was feared. The foundation of 
the old arsenal is all that remains. 

Harper's Ferry nestles on the side of Bolivar 
Heights, the mountain which forms the wedge 
in the extreme eastern portion of West Vir- 
ginia, with the Potomac River on one side and 
the Shenandoah Riv^er on the other, whilst 
beyond, the towering Maryland Heights on the 
north bank of the Potomac, and Loudon 
Heights of Virginia on the south bank of the 
Shenandoah, completely encase the little vil- 
lage. It is at this point the historical Potomac, 
disdaining impediment, has literally cleft its 
way through the Alleghenies, whose rocky 
ridged walls rise sheer for 1000 feet from the 
water's edge, and is joined by the Shenandoah. 
It was here, as all the world knows, that John 
Brown, in his fanatical zeal, defied the power 
and pride of the old dominion. His fort, which 
was the engine house of the arsenal, and where 
he was finally surrounded and captured, stood 
on the spot which is now marked by a monu- 
ment. The fort itself was removed to the 
World's Fair at Chicago, and afterwards 
brought back to a park about three miles from 
Harper's Ferry on the Shenandoah River, and 
re-erected by Kate Field, of Washington. 

At one time or another during the war 
almost the entire Union army was at Harper's 
Ferry. It was looked upon as the key to the 



Destruciion 

of the 

U. S. Arsenal. 



John Brown's 
Fort. 






^'^-^wMmdlb 




John Brown's Fort. 



REASONS WHY 



safety of Washington from the opening to the 
close of the war. It was taken, re-taken or 
( evacuated every time the Confederates 

j! crossed the Potomac, except in 1864 

' when General Sigel determined to hold 

;' it at all hazards, a thing which at the 

'f time seemed impossible, 




Tablets telling the story of the Battle of Harper's Ferry 
alongside of John Brown's Monument. 



Concentrating 
the Union 
Forces. 



1861-62. 



Battle of 
Harper's 
Ferry. 



for no army had been able to cross the Potomac 
and remain across without a proper garrison. 
But this General Sigel accomplished by taking 
an enforced position upon the heights, resist- 
ing Early's largely superior force, which com- 
pletely surrounded him most of the time. A 
few years ago General J. B. Gordon was asked 
why the Confederates did not storm the works. 
His reply was that he had his division ready 
on Maryland Heights, but General Early would 
not allow him to do so, saying that it would 
cost the lives of more men than it was worth. 

Early in the spring of 1861 Harper's Ferry 
was occupied by Generals Joe Johnston and 
Stonewall Jackson. The Federal troops were 
encamped at Sandy Hook, a small station on 
the railroad, almost immediately opposite. 
The experience of passengers on Baltimore & 
Ohio trains during this period was of a char- 
acter not altogether pleasant; stopped on the 
Maryland side of the river by the Union forces 
and again on the Virginia side by the Confed- 
erate forces, one had to be careful and remem- 
ber to just which power he had last given 
allegiance. 

In a few weeks the Confederates evacuated 
the Ferry, moving to Winchester, the Federals 
taking possession and holding it until Septem- 
ber, 1862, when General Thomas J. Jackson 
captured it and compelled Colonel D. S. Miles, 



REASONS WHY 



the Federal commander, to surrender with 
11,000 men. The Union forces were paroled, 
and Jackson marched immediately, by way of 
Shepherdstown, to join Lee at Antietam. This 
happened on September 15th, the day after 
tho two battles at South Mountain, near 
Frederick, were fought, and where the Con- 
federates were defeated; and who, retreating 
towards Antietam, assisted Jackson in captur- 
ing the Ferry. Colonel Miles was mortally 
wounded in the engagement which continued 
for about twenty minutes after the white flag 
had been raised. Had the Federal forces pur- 
su3d the Confederates promptly Harper's Ferry 
would not have been lost. 

The battlefield of Antietam lies about ten 
miles from Harper's Ferry, the Confederates 
speaking of it as the Battle of Sharpsburg, be- 
cause of the town of that name. The Federals 
called it the Battle of Antietam, after the creek 
of that name. The National Cemetery is at 
Sharpsburg, and in it may be seen General Lee's 
famous rock. 

The Battle of Antietam commenced on the Battle of 
afternoon of September 16th, but opened 
up fiercely at dawn on the 17th, continuing 
until sundown with but little advance by 
either side, although the battle lines of the 
TInion forces were somewhat in advance of 
their original position when the day closed. 




Bmnside Bridge, Battlefield of Antietam. 



ri:asons why 



Notable in this fight were the terrible carnage 
at "Sunken Road," or "Bloody Lane," and 
the famous charge of General Burnside at 
Stone Bridge over the creek. The dawn of 
the eighteenth did not bring a renewal of 
the fight. General Lee removed his forces 
through Winchester to Fredericksburg, where 
he wintered. A small portion of the Union 
army followed him, but the main command 
under Burnside proceeded to Weverton, one 
and one-half miles below Harper's Ferry, 
crossed the river and re-crossed it at Berlin, 
one and one-half miles further down, and 
then marched to Washington. 

The Confederates never occupied Harper's 
Ferry for any length of time after the Battle 
of Antietam. Throughout the war it was the 
scene of much uncertainty, as it was the 
center of operations of both sides. On Bolivar 
Heights, above the town, nearly all of the 
ground covered by the operations of both 
armies at Antietam, is in full view. To the 
Battle of northeast lies South Mountain where the 

Mountain. battles had been fought prior to Antietam, and 

where McClellan pressed Lee so severely that 
he fell back through Boonsboro and Keedys- 
ville, seven and one-half miles to Antietam, 
fighting all the way. 

At South Mountain Ex-President Hayes was 
wounded, and President McKinley won his first 
promotion. General Reno, who commanded 
the advance corps, was killed in the fight. 

From Bolivar Heights also is seen the 
stretch of country General Lee traversed with 
his army on his march to Gettysburg in 
June of 1863. At this time Maryland 
Heights, just across 
the river, was occu- 
pied by 2,000 Union 
men under the 
command of 
General French. 
Lee crossed the 
Potomac at 
Shepherds- 
town, and re- 
crossed it 0, General Meades Headquarte 

Gettysburg. 




L 



REASONS WHY 



his retreat from Gettysburg at Falling Waters, 

which Is plainly discernible. 

The three days' fight on July 1st, 2d and ^'''"^ of 

•' *' J y Gettysburg. 

3d at Gettysburg was the most memorable 




Pickett's Charge, Gettysburg. 



battle of the war. General Meade's losses in 
killed, wounded and prisoners were 23,049, 
General Lee's 20,451. Gettysburg is reached 
by way of Cherry Run, the point at which the 
Potomac Valley Branch of the Western Mary- 
land Railroad joins the Baltimore & Ohio. 

It was at Martinsburg where occurred the Destruction 
wholesale destruction of railroad property by "property at 
Stonewall Jackson. After battering out of all Martinsburg. 
former semblance such machinery as he could 
not make use of, and burning the coaches, 
cars and buildings, Jackson determined upon 
carrying away with him six or eight Baltimore 
& Ohio engines. To get them to Winchester 
over a dirt road was the difficulty, but this did 
not deter him from getting away with the 
locomotives. One of his officers so rigged 
them up that powerful teams managed to pull 
them back through the country to a railway 
line in possession of the Confederates, on 
which they were placed and used during the 
war. This same officer who accomplished 
results which hardly any other man would 
have thought practicable, was afterwards 



FcHASONS WHY 



Invasion of 

Maryland, 

1862. 



Battle of 
Monocacy. 



Master of Transportation of the road from 
which he confiscated the engines. 

From the invasion of Maryland by General 
Lee in the fall of 1862 until December of 
1864, the Baltimore & Ohio Railroad figured 
almost daily in some fight somewhere on its 
lines between Grafton and Point of Rocks. 

The battlefield of Monocacy lies along the 
river of that name, which is crossed by the old 
Main Line of the Baltimore & Ohio at Frederick 
Junction, three and one-half miles south of 
Frederick City, Md. It was here that General 
Lew Wallace met defeat. 

Balls Bluff, where the gifted and gallant 
Senator Baker fell, lies just across the Poto- 




•^t-.!- " 



Making 
Neckties of 
Steel Rails. 



Washington's Headquarters, 1753, Winchester, Va. 

mac from the station of Tuscarora on the 
Metropolitan Branch of the Baltimore & Ohio. 

Martinsburg and Winchester each were 
almost as much of a bone of contention as 
was Harper's Ferry. It is hard to say how 
.nany times they were taken and retaken, yet 
strangely enough, neither city suffered severely 
from the experience, although they were daily 
between the contending armies. 

The railroad felt it at every turn. It was 
notorious sport of the Confederates to tear up 
the track, pile the ties in heaps, fire them and 
place the rails across the fires, leaving them 
there until they were red hot, then taking 
them out and tying them around trees like 



REASONS WHY 



neckties, the rails being effectively destroyed 
for their original use. It was necessary, 
therefore, for the railroad company to keep a 
large supply of extra rails and ties on hand at 
all times, and especially was this necessary in 
the case of bridge timber, braces, etc. 

Cumberland, had it not been for its pecu- 
liar situation, would have suffered as much as 
Harper's Ferry and Martinsburg. It was the 
headquarters of the Department of West Vir- 
ginia most of the time and was the scene of 
many stirring incidents. 

The section of the railroad known as 
Seventeen-Mile Grade, between Piedmont and 
Altamont, was another favorite place with the 
Confederates, who often would turn a car or 
an engine loose on the grade at the top of the 
mountain and let it go dashing down, wrecking 
everything in its track. 




The Summit of the AUeghenies. 



MAGNIFICENT SCENERY. 



HE Baltimore & Ohio Railroad 

Teamed its sobriquet of "Pictur- 
esque B. & 0." over half a cen- 
tury ago, and strengthened its 
claim to such, as it grew and 
branched out into greater ter- 
ritory. 

There is hardly a mile of it 
from New York to Chicago, 
Cincinnati or St, Louis that is 
not interesting to the traveler. 
Leaving New York City from 
the terminal at foot of Whitehall Street, or 
South Ferry, a splendid panorama of New York 
Bay and Harbor is obtained, including Brook- 
lyn Bridge, Governor's Island, the forts and 
coast defences. Long Island, Staten Island and 
the Battery. The sky line of the Great Me- 
tropolis with its tall buildings is peculiarly 
impressive. The other terminal in New York 




is at foot of 
From Jer- 
is through 
beth, Plainfield, 
New Jersey, 
ware River into 
through that 
of the eastern 




Liberty Street, 
sey City the route 
Newark, Eliza- 
Bound Brook in 
across the Dela- 
Pfennsylvania, 
historic section 
coast made fa- 



■■;«t^ 



statue of Libertj , New York Harbor. 



mousin Revolutionary times. A beautiful section 
of Fairmount Park is crossed just before enter- 
ing Philadelphia, and the Schuylkill River is fol- 
lowed to the station at 24th and Chestnut Sts. 
Southward from Philadelphia the route is 
through Chester, Pa., across the Brandywine 
River at Wilmington, Del., thence into Mary- 
land. At Havre de Grace the Susquehanna 
River is spanned by a marvelous railroad bridge 
ninety feet above the water, from which a 



RELASONS WHY 

magnificent view of the broad water and sur- 
rounding country is obtained. 

At Baltimore, Mount Royal Station, in the 
northern residence portion of the city, is the 




Susquehanna River Bridge. Baltimore & Ohio Railroad. 

first stop. This structure is one of the finest 
passenger stations built, owned and operated 
by any one railroad in the world. A double- 
track electric tunnel, under the very heart of 
Baltimore, connects Mount Royal Station with 
Camden Station in the center of the business 
portion of the city. All heavy trains are 
drawn through it by electric engines, the 
most powerful locomotives in existence. The 
tunnel is entirely free from smoke and gas, 
and has a natural ventilation which keeps the 
air pure at all times. 




Great Span ut Su.--.iiieliauiiii Kivrr Bridge. 



so 



REASONS WHY 



From Camden Station, a beautiful suburban 
country is traversed. The Patapsco River 
is spanned by the beautiful 
stone arched bridge at 
Relay, built in 1835, and 
which is the oldest structure 
of its kind in the world. 





Mount Royal Station, Baltimore. 
Baltimore & Ohio Railroad. 



Barbara 
Frietchie. 



At Washington the 
New Jersey Avenue and 
block of the Capitol. 

LeavingWash 
ing the Allegheny 
ery changes as 
behind and the 
tered. At Dick 
crosses the Mo 
whichwas named 
This beautiful 
emptying into 
short distance 
ton Junction the 
Frederick joins 
Stem. This is 
bara Frietchie 



terminal station is at 
C Street, within one 

ington and approach- 
Mountains, the scen- 
the flat country is left 
rolling country is en- 
erson, Md., the road 
nocacy River, after 
the famous battle, 
river flows southward, 
the Potomac but a 
away. At Washing- 
old Main Line to 
the present Main 
the Frederick of Bar- 
fame — Frederick 




VVashintrtoii Monninent. 



REASONS WHY 



where lies buried all that was mortal of Francis 
Scott Key, whose "Star Spangled Banner" ^J^^ff^^ 
forever arouses that patriotism which makes Banner. 
our Nation impregnable. 

At Weverton, a branch line leads up to 
Hagerstown, one of the oldest towns in Mary- 
land. 

At Point of Rocks the Potomac begins its 
companionship with the railroad, to continue 
for 150 miles. The first views of the moun- 
tains are here obtained. Soon Harper's Ferry 
is reached, the most picturesque and historic 



Beautiful 
Harper's 
Ferry. 




Francis Scott Key Monument, Frederick, Md. 

spot in America. Approaching the town from 
the east, the train passes through a tunnel under 
Maryland Heights, crosses the Potomac and 
stops at John Brown's Monument. To the left is 
the Shenandoah River emptying into the Poto- 
mac. Across the Shenandoah is the big moun- 
tain known as Loudon Heights on the Virginia 
side. Harper's Ferry itself is in West Virginia 
at the foot of Bolivar Heights. Across the Po- 
tomac River to the right is Maryland Heights. 
From Harper's Ferry, a branch of the Baltimore 
& Ohio Railroad reaches southward to Harri- 
sonburg and Lexington in the famous Valley of 
Virginia, the " Valley of Dispute," the constant 



John Brown's 
Monument. 



Virginia 
Valley. 



22 



REASONS WHY 



Berkeley 
Springs. 



scene of conflict during the four years' war. 
At Hancock another branch of the road leads 
down to Berkeley Springs, which has been a popu- 
lar summer resort from the time of Washington. 




Harper's Ferry, from Bolivar Heights. 



Old National 
Bridge- 



As the road follows the Potomac, climbing the 
foot-hills of the Alleghenies to Cumberland, 
magnificent scenery is to be found in every 
direction. Cumberland, Md., the largest city in 
the mountains, is built on the site of Fort 
Cumberland where Gen, Braddock and George 
Washington made their headquarters during 
the French and Indian war. 

At Cumberland the railroad divides. To 
the northwest the line extends to Pittsburg, 
Akron, Cleveland and Chicago. To the west 
it continues to Grafton, Wheeling, Columbus 
and Chicago, and to Cincinnati, Louisville ard 
St. Louis, through its connection, the Balti- 
more & Ohio Southwestern Railroad. 

From Cumberland to Pittsburg the scenery 
is especially wild and picturesque. The bed of 
the railroad is cut through solid rock between 
the towering heights of Mount Nebo and 
Baehr's Mountain. The old national bridge 
crosses Wills Creek just outside the city 
limits. 

At Hyndman connection is made with the 
Pennsylvania Railroad for Bedford Springs, a 
popular health resort. 



REASONS WHY 



23 



The horseshoe curve of the Baltimore & 
Ohio is passed at Bowman, Pa. 

From Salisbury Junction, the railway fol- 
lows the Cassellman River to Confluence. At 
Garret, a branch leads to Berlin, Pa., and at 
Rockwood the Somerset and Cambria Branch 
leads to Somerset and the thriving city of 
Johnstown, Pa. 

At Cassellman, the river of that name cuts 
through a valley of surpassing beauty. 

At Markleton is the great health resort 
and sanitarium. 

Confluence is so named because it is here 
the Cassellman and Youghiogheny Rivers unite 
and flow on together as the Youghiogheny 
River. 

At Ohio Pyle is the wild and rugged valley 
of the Youghiogheny River. This place is a 
favorite mountain resort and thousands visit 
it every summer. 

At Indian Creek, one of the grandest and 
the most celebrated views in the Allegheny 
Mountains is obtained. 

At Connellsville the blazing fires by night, 
and columns of smoke by day, forcibly call the 
traveler's attention to the great coke ovens of 
the world. 

At Connellsville a di\ision of the railway 
extends southwest through Uniontown, Pa., 
Morgantown, Fairmont, Clarksburg, Weston, 
Camden-on-Gauley and Richwood in West 
Virginia. 



Horseshoe 
Curve. 



The 
Youghiogheny 

Valley. 



Celebrated 
Indian Creek. 




1 ilian Creek, Pa. 



REASONS WHY 



Greatest Steel 
Manufactur- 
ing District 
in the World. 



At McKeesport the Youghiogheny River 
flows into the Monongahela River, along which 
the railway continues into Pittsburg. The 
great Bessemer Steel Works, Armor Piercing 
Projectile Works and Tube Works are located 
at McKeesport. From here the railway passes 
through the greatest steel manufacturing dis- 
trict of the world. For miles the great manu- 
factories emit such volumes of fire and smoke 
as to make the region suggestive of Dante's 
Inferno. 




Approaching Pittsburg at Night along tlie Monongahela River. 

Pittsburg is one of the great workshops 
of the world and from a tonnage standpoint, 
the greatest manufacturing city in the world. 

From Pittsburg, the Wheeling and Pitts- 
burg Division forms a portion of the through 
line between Pittsburg, Wheeling, Columbus 
and Cincinnati. 

Leaving Pittsburg the railway crosses the 
Allegheny River into Allegheny City, en route 
to Akron, over the Pittsburg and Western 
Division. At New Castle Junction a spur leads 
from the main line to New Castle, two miles 
distant. Youngstown is the first large city 
after the Pennsylvania State line is crossed 
into Ohio. 

This northeastern portion of Ohio has a 
widespread reputation for its manufacturing 



REASONS WHY 25 

industries. Niles has made its reputation 
from the manufacture of machinists' tools. 
At Warren, the line leads to Lake Erie through 
Painesville to the great coal shipping port at 
Fairport, where lake steamers receive their 
cargoes for all points in the great lake region. 

Akron, as a manufacturing city, has a world- Through Ohio 
wide reputation for its products of matches, ^^^ Indiana. 
cereals, rubber, etc. The main line of the 
railway is crossed by a branch extending to 
Cleveland on the north and Canton on the south. 

Cleveland, on the Cleveland Terminal and 
Valley Division, is one of the most beautiful 
and delightful cities on the lakes. Aside from 
its diversified business interests, it has an 
enviable reputation as a summer resort. 

The line continues from Akron to Chicago 
Junction, where it meets the main line across 
the central portion of Ohio from Wheeling and 
Columbus, and thence makes a bee line across 
Ohio and Indiana to Chicago, through the oil 
districts of Fostoria, Deshler and Defiance in 
Ohio, and across the prairie lands of northern 
Indiana. 

At Wawasee, Indiana, is the charming sum- 
mer resort built on the lake of that name, 
where each year thousands of pleasure-seekers 
spend the summer in private cottages and 
hotels. 

A beautiful view of Lake Michigan is ob- 
tained for several miles approaching the great 
western metropolis of Chicago, which is entered 
at Grand Central Station. 



From Cumberland to Grafton is the original 
line across the Alleghenies. The railway climbs 
the mountains from Piedmont to Altamont up 
a steep incline of seventeen miles through a 
winding and tortuous valley along the little 
Savage River. At the top of the climb lies 
the Glades, where are located the famous sum- 
mer resorts of Deer Park, Mountain Lake Park 
and Oakland. 

Of American mountain resorts. Deer Park is Deer Park. 
perhaps the most ideal resort that can be found. 
It is 2,800 feet above the level of the sea on a Elevation, 
beautiful plane of luxuriant vegetation. The ^ffj^^ ^''^ 
splendid hotel buildings with large airy rooms Sea Level. 



26 F.E.ASONS WHY 

and immense verandas, are on the top of a 
knoll, with the lawns sloping gently to the rail- 
way station not 300 yards away. The buildings 




Drive through the Glades on 
summit of AUeghenies. 

are divided into three parts — the main building, 
eastern and western annexes. There are also 
twelve cottages belonging to the hotel. Every 
modern appliance for the convenience of guests 
is supplied by the hotel, and the delightful tem- 
perature of the mountain top with the excellent 
spring water supplied by the famous boiling 




Main r.uilding, Deer Park Hotel. 



REASONS WHY 



27 



Mountain 
Lake Park. 



springs at Deer Park, which has a national repu- 
tation, has made the resort popular for the three 
summer months during which it is open — from 
the middle of June to the middle of September. 

Mountain Lake Park is the summer home 
of the Mountain Chautauqua, and every summer 
the scene of unwonted interest. The Summer 
Chautauqua is the prominent feature at the park 
and an excellent program is furnished every year. 

Oakland, at the extreme western edge of the Oakland 
Glades, is a popular summer resort for pri- 
vate cottagers. Excellent hotels and boarding 
houses accommodate the hundreds of transient 
guests every year. 

Leaving Oakland the railroad passes down 
the western slope of the AUeghenies to Grafton 




Cheat River VaUey, W. Va. 



through the famous Cheat River Valley. The 
scenery is impressive and grand; he;e is one 
of the choicest views of Picturesque America. 

From Grafton the main line to Chicago leads 
northwest through the bituminous coal regions 
of West Virginia to Fairmont and Wheeling. 

Wheeling was the objective point reached 
when the Baltimore & Ohio was laid out to 
cross the mountains to the Ohio River. It is 
the largest city in West Virginia, and though 
one of the earliest, it has kept apace with all 
modern improvements. 

Zanesville, with a population of 28,000, 
on the Muskingum River, has a world-wide 



Cheat River 
Valley. 



Through 
Central Ohio. 



28 



REASONS WHY 



Lake Erie 
Resorts. 



reputation for its exquisite pottery — a ware 
called "Louelsa," a rival of the famous "Rook- 
wood" of Cincinnati. 

At Newark the main line continues north- 
ward through Mt. Vernon and Mansfield to 
Chicago Junction, where it meets the main 
line from Pittsburg and continues on to Chi- 
cago. From Chicago Junction a division runs 
directly northward to Sandusky, tapping the 
great lakes for the third time. 

Sandusky is a popular summer resort on 
account of its happy location on Lake Erie; 
near to it are the delightful resorts of Cedar 
Point, Kelly's Island and Put-in-Bay. 

From Newark the railway also proceeds 
westward to Columbus, the capital of Ohio, and 
southwest to Cincinnati, forming the western 
end of the through line between Pittsburg, 
Wheeling, Columbus and Cincinnati. 



Bituminous 



From Grafton the main line to Cincinnati 
extends westward to Clarksburg through the 
oil and gas regions of West Virginia to 
Parkersburg. 

At Clarksburg the Monongahela Division 
Coal Regions, gxtends northward through bituminous coal 
regions to Fairmont; and the West Virginia 
and Pittsburg Division extends southward to 
Weston, Sutton, Buckhannon, Camden-on- 
Gauley and Pickens in West Virginia. 

Between Clarksburg and Parkersburg are 
numerous oil wells and coal fields. 

At Parkersburg the Ohio River is crossed 
and the Baltimore & Ohio Southwestern Rail- 
road continues the line through Athens and 
Chillicothe to Cincinnati, directly across the 
southern portion of Ohio. 

From Cincinnati the line continues across 
Indiana to North Vernon (where it branches to 
Louisville, Ky.), thence proceeds straight to 
St. Louis through Vincennes, Ind., and Flora, 
111. (where another division crosses the main 
line transversely, extending to Springfield and 
Beardstown, 111., on the north, and southward 
to Shawneetown on the Ohio River), and thence 
direct to St. Louis, Mo., crossing the great 
Eads Bridge over the Mississippi River and 
entering the Union Station. 



Across the 
Southern 
Portions of 
Ohio, Indiana 
and Illinois. 



THE ROYAL BLUE LINE. 




New York City. 




|HE "Royal Blue Line," so 
widely and favorably known, 
is the name originally applied 
to the system of splendid trains 
operated by the Baltimore & 
Ohio Railroad, with its con- 
nections, the Philadelphia & 
Reading Railway and Central 
Railroad of New Jersey, be- 
tween New York, Philadelphia, 
Baltimore and Washington. 
In this series there are ten fast 
Royal Blue trains each way daily. The line orig- 
inally obtained its name from the rich color in 
which the trains were painted. They are the 
finest and fastest series of trains in the world. 
Five of them make the distance between New 
York and Washington in five hours, and eight of 
them make the distance between Baltimore and 
Washington (forty miles) in forty-five minutes. 
The line boasts of two excellent terminals at 
New York, one at the foot of Liberty Street 
and the other at the foot of Whitehall Street, 
known as South Ferry or Whitehall Terminal, 
by far the most convenient entrance and exit 
of New York. All trains of the Second, Third, 
Sixth and Ninth Avenue elevated lines, Broad- 
way, Columbus and Lexington surface lines, 
as well as the East and West Side surface 
lines terminate at this point, and under the 
sam.e roof. The Staten Island Ferry, South 
Ferry, Hamilton Avenue and Thirty-ninth 
Street Brooklyn Ferries all leave this 
station. 



Finest and 
Fastest Series 
of Trains in 
the World. 



South Ferry, 

Whitehall 

Terminal, 

Most 

Convenient 

Terminal in 

New York. 




Philadelphia. 



so 



RE^ASONS WHY 




Baltimore. 



Philadelphia, 
24th and 
Chestnut St. 
Terminal. 



Baltimore, 
Mt. Royal 
Station and 
Camden 
Station. 



Washington, 
Station New 
Jersey Av. 
and C St. 



Superior 
Equipment. 



Unexcelled 
[iining Car 
Service. 



The Philadelphia terminal is at Twenty- 
fourth and Chestnut Streets along the Schuylkill 
River. 

Southward from Philadelphia the route is 
through Chester, Pa., Wilmington and Newark, 
Del., crossing the beautiful Susquehanna River 
at Havre de Grace, Md., thence to Baltimore. 

Mount Royal Station, Baltimore, is the 
uptown station convenient to the northern 
resident portion of the city. 

From thence all trains pass under the city 
through the great double track tunnel over a 
mile in length, propelled by electricity, to 
Camden Station, located in the center of the 
business portion of the city. 

The route to Washington is through a 
beautiful suburban country, and the capital 
city is entered at the station at New Jersey 
Avenue and C Street within one block of the 
Capitol. 

The splendid construction of the Royal 
Blue trains is especially worthy of note. The 
coaches are of the most modern patterns; and 
the Pullman parlor an'd sleeping cars are from 
the latest designs. The dining car service is 
unexcelled — thirteen trains of the twenty being 
thus equipped. Eight of these have combi- 
nation dining and cafe cars in which meals 
are served either table d'hote or a la carte. 
Of the remainder those that run between 
dining hours are supplied with buffets, whilst 
the night trains have sleeping cars. 



r 


! 


A 








y 


i^phMj^ij [T^^ 




"""''HT;'jr 


"^f 





^Vasllillt^ toil. 



THE "ROYAL LIMITED." 




HE "Royal Limited," the finest 

T train in the famous Royal 
Blue Line series, is what it is 
claimed to be, "the finest day- 
light train in the world." 

The name is applied to two 
trains, one of which leaves 
New York daily at 3.40 p. m., 
arriving Washington at 8.40 
p. m. ; the other leaving Wash- 
ington 3.00 p. m,, arriving New 
York 8.00 p. m. They are 
exact counterparts, and are composed of splen- 
did coaches, Pullman parlor cars, parlor obser- 
vation buffet cars and dining and cafe cars. 

The parlor cars "Empress," "Czarina," 
"Queen" and "Countess" are superbly finished 
in Vermillion wood with an inlay of Persian 
design; the ceilings of Royal Blue and the up- 
holstery of the same color, except in the ladies' 
toilets, some of which are finished in Mexican 
onyx, while others are in hardwoods with 
different colored effects. The drawing-rooms 
in the cars are finished in different designs; 
some are in green and gold; others in rich 
red. The general 
design of the main 
parlors of all the 
cars is Persian, 
whilst in the la- 
dies' toilets Re- 
naissance prevails. 
A beautiful effect 
is given both to the 
exterior and inter- 
ior of the cars by 
oval windows with 
opalescent-glass 
placed in the toilet 
rooms and pas- 
sage ways. 

The cars are the 
most magnificent 
and largest ever 
built; seventy 
feet in length with 
all modern im- 
provements and 



Dual Trains. 



Parlor Cars. 




Observation Car. 



.^ 



82 



REASONS WHY 



Large 
Retiring 
Rooms 
for Ladies, 



Parlor 
Observation 
Buffet Cars. 




appliances, including wide vestibules with 
anti-telescoping device, empire deck, steam 
heat, Pintsch gas 
and air pressure 
water system. 

The space de- 
voted to the la- 
dies' retiring 
rooms in each 
car is a feature 
most acceptable 
to lady travelers. 
They are not only 
unusually large, 
but provided 
with dainty 
dressing - tables 
witn large plate 
glass mirrors, 
on each side of 
which are cozy 
corner seats. 

The parlor ob- 
servation buffet 
and " Neptune," are of the same general ap- 
pearance, except the unusually wide windows 
in the observation ends, and the extended 

platforms. The 
observation par- 
lors are finished 
in beautiful Cir- 
cassian walnut; 
the chairs uphols- 
tered in olive- 
green leather; 
the ceilings fin- 
ished in red and 
gold, the general 
design being of 
Italian Renais- 
anee. These cars 
are provided with 
writing desks and 
material,whileall 
the prominent 
illustrated week- 
observation End. lies are at hand. 



Dining Car. 

cars, "Jupiter," "Mercury" 




REASONS 



WHY 



Special attention has been given to the 
beautiful and practical furnishings of the 
dining cars. They are the "Waldorf" and 
"Astoria," holding the same high station Ih 
their world as does the famous hostelry, from 
which they take their names, in its realm. One- 
half of each car is devoted to the regular 
dining-room, while the other half is the cafe. 
The linen, silver and glassware are in keeping 
with the other excellent features of the cars. 
The service in the dining-room is table d'hotCc 

The cafe is a novel feature in itself. The 
finishings are in plain oak, the movable tables 
and chairs corresponding. The floor is laid 
with rubber tiling in attractive design. The 
service is a la carte and the buffet is amply 
furnished with choicest liquors and cigars. 

ELECTRIC VEHICLE SERVICE. 

Electric Vehicles are in attendance upon 
all trains of the Baltimore & Ohio Railroad at 
station. New Jersey Avenue and C Street, 
Washington. 

Passengers desiring any special class of 
vehicle are requested to ^ notify conductor 
of train prior to arrival 1 at Washington 
Junction when on trains ^^ from the West, 
and prior to arrival at Baltimore 

when on trains from the East. 



Dining Cars, 
table d'hote. 
Cafe Cars, 
a la carte. 



Cafe, 

a la carte. 



Electric 
Vehicle 
Service. 




Ift. 



TRAIN SERVICE. 



Extent of 
System. 



?plendid 
rain 
Service. 



Dining Car 
Service. 



Club Car. 




HE lines of the Baltimore & Ohio 

T Railroad extend from New 

York, Philadelphia. Baltimore 
and Washington to Pittsburg, 
Cleveland, Wheeling, Colum- 
bus, Sandusky, Chicago, Cin- 
cinnati, Louisville and St. 
Louis, covering a vast inter- 
mediate territory. 

The whole system is oper- 
ated with a most complete 
service of through vestibuled trains, equipped 
with splendid coaches, Pullman drawing room 
sleeping cars, observation cars and dining 
cars, forming a great trunk line with many 
branches, from the Atlantic Ocean to the 
Great Lakes and the Mississippi River, 

Special attention is called to the dining 
ear service which is operated by the Baltimore 
& Ohio Railroad Company. Table d'hote and 
a la carte service are rendered, according to 
the conditions or perhaps the time of day 
certain trains pass certain territory. 

The Club Car is one of the novelties of 
the passenger car equipment. It is especially 
designed for the accommodation of clubs, so- 
cieties, organizations, etc., affording a social 
feature which could not otherwise be obtained 
in the ordinary coach or sleeping car. It is 
provided with chairs and tables instead of the 
conventional stationary seats. A buffet in one 
end of the car is equipped to provide for 
thirty-five people at one time. 



^ ^ 



STOP-OVER PRIVILEGES. 



Stop-»ver 
Privileges. 



Stop-over privileges will be allowed at 
either Washington, Baltimore or Philadelphia, 
or at all of these points, on first-class tickets, 
under the conditions provided therefor, and 
which are printed on slip accompanying ticket. 




HE "Duquesne Limited" 

T leaves Pittsburg every evening 
with Pullman Drawing Room 
Sleeping Car for Philadelphia, 
and with Pullman Buffet Draw- 
ing Room Car for New York, 
arriving early next morning. 
Dining Car serves a la carte 
supper leaving Pittsburg. The 
first-class fare (\na this train 
only) to Philadelphia is $8.00; 
second class, $7.50; to New 
York first class, $9.00; second class, $8.50. 

The "Pittsburg Limited" leaves New 
York and Philadelphia every evening, arriving 
Pittsburg next morning with Pullman Buffet 
Drawing Room Car from New York and Pull- 
man Drawing Room Car from Philadelphia. 
Dining Car serves a la carte breakfast into 
Pittsburg. The first-class fare (via this train 
only) from New York to Pittsburg is $9.00; 
second class, $8.50; the first-class fare from 
Philadelphia is $8.00; second class, $7.50. 

Two solid vestibuled trains splendidly 
equipped with Pullman Drawing Room Cars, 
Observation and Dining Cars run daily be- 
tween New York, Philadelphia, Baltimore, 
Washington and Chicago. One train each way 
runs via Pittsburg; the other via Newark, 
Ohio. Pullman Sleeping Cars daily between 
Baltimore and Columbus. 

Three solid vestibuled trains equipped with 
Pullman Drawing Room Sleeping Cars, Obser- 
vation Cars and Dining Cars run daily in each 
direction between New York, Philadelphia, 
Baltimore, Washington, Cincinnati, Louisville 
and St. Louis. 

Two solid vestibuled trains run daily in each 
direction between Pittsburg, Wheeling, Colum- 
bus and Cincinnati. Day trains equipped with 
Combination Parlor and Cafe Cars of latest 
design; night trains with Pullman Drawing 
Room Sleeping Cars. 

The Baltimore & Ohio Railroad is the 
shortest route betAveen Chicago and Washing- 
ton and the only line running solid vestibuled 
trains of through Coaches, Pullman Drawing 
Room Sleeping Cars and Dining Cars. Two 
trains daily — one via Pittsburg, the other via 
Newark, 0. Pullman Sleeping Cars between 
Columbus and Washington. 

All Through Trains east and west 
run via Washington. 



The 

^''Duquesne 
Limited." 
Pittsburg, 
Philadelphia^ 
New York. 



The 

''Pittsburg 

Limited." 

New York, 

Philadelphia, 

Pittsburg. 



The New 

York-Chicago 

Line. 



The New 

York- 

St. Louis Line. 



The 

Pittsburg- 

Columbus- 

Cincinnati 

Line. 



The Chicago- 
Washington 
Line. 



k. 



PRINCIPAL TICKET AGENCIES 

BALTIMORE & OHIO RAILROAD 

BALiTIMORE— Camden Station. E. R. Joxes, Ticket Agent. Mt. 
Kova! Station, CHAS. Cockey, Ticket Agent. Central ]5uilding, 
Baltiinoreund Calvert Streets. G. D. Crawford, Ticket Agent. 

BOSTON— 211 Washington Street, E. Y.. Baekey, Passenger Agent. 

BROOKLYN, N. Y.— 339 Fulton Street, T. H. Hexdricksox. 

CHESTER, PA., A. M. D. MiLLlNiX. Passenger and Ticket Agent. 

CHICAGO— 244 Clark Street. Grand Pacific Hotel. H. W. MfKEWiN, 
City Ticket Agent, (icneral Passenger Office. Merchants' l^oan & 
Trust Building. H. G. Wixks. Ticket .\gent. Grand Central Passen- 
ger Statif)n. Cor. Harrison Stieet and .5th Avenue, F. J. Eddy, 
Ticket Agent. Auditorium Annex, 221 Michigan Avenue, F. E. 
Scott, Ticket Agent. 

CHILLICOTHE, OHIO, J. H. L.\rrabee, Traveling Passenger Agt. 

CINCINNATI— 4th and Vine Streets. .J. B. Scott, District Passen- 
ger Agent. B. & (). S.-W.; C. H. Wisemax, City Ticket Agent. B. & 
( ). S.-\V'. Central Union Station, O. B. McCarty. Passenger Agent, 
B. & O. S.-W.; E. Reisixg. Station Passenger Agent. B. & O. S.-W,; 
Wm. Broavx, Ticket Agent. 

CliEVEIiAND, OHIO, 241 Superior Street, G. W. Squiggixs, Pas- 
senger and Ticket Agent. 

COL.UMBUS. OHIO, No. 8 North High Street. W. AV. Tamage, 
Ticket Agent. Union Station. E. Pagels, Ticket Agent. 

COVINGTON, KY.— 402 Scott Street, G. M. Abbott, Ticket Agent. 

DALLAS, TEXAS, J. P. Rogerman, Traveling Passenger Agent, 
B. A: O. S.-W. 

DENVER. COLO., S. M. Sh.\ttuc, Traveling Passenger Agent, 
B. & O. S.-W. 

KANSAS CITY, MO.— Box 264, A. C. Goodrich, Traveling Pas- 
senger Agent. B. & O. S.-W. 

LOUISVILLE, KY.— 4th and Main Streets. R. S. Browx, District 
Passenger Agent, B. & O. S.-W. ; J. G. Elgix, City Passenger 
Agent, B. & O. S.-W.; E. Prosser. Traveling Passenger Agent, 
B. & O. S.-W.; J. H. DORSEY. City Ticket Agent; A. J. Cronk, 
Ticket Agent, 7th Street Station. 

NEWARK, N. J. —182 Market Street. F. T. Fearey, Ticket Agent. 

NEWARK, OHIO, F. C. Bartholomew. Ticket Agent. 

NEW YORK— 434 Broadway, C. B. Joxes, Ticket Agent. 1300 
Broadway, H. B. Faro at. Ticket Agent. 261 Broadway. Thos. 
Cook & Sox, Ticket Agents. 113 Broadway. Hexry' Gaze & Sons, 
Ticket Agents. 2.t Union Sqtxare, West. Ray'.moxd & AVhitcomb, 
Ticket Agents. 391 Grand Street, Hyman Werxer. Ticket .Agent. 
Stations— South Ferry, foot of Whitehall Street, and foot of Lib- 
erty Street. N. R. 

NORFOLK, VA.— 164 Main Street. Arthvr G. Lewis, Southern 
Passenger Agent; W. C. YoUNG. Ticket Agent. 

OMAHA, NEB. , J. C. Burch, Traveling Passenger Agent, 504-5 
First National Bank Building. 

PHILADELPHIA— 834 Chestnut Street. C. D. Gladdixg. Ticket 
.\gent. N. E. Cor. 13th and Chestnut Streets. C. E. Waters. Ticket 
Agent. lOO.T Chestnut Street. Raymo.nd cV: Whitcomb. Ticket 
Agents. 39H2 JIarket Street. Uxiox Transfer Co.. Ticket Agents. 
609 South 3d Street and 1209 North 2d Street. M. Rosenbaum. Ticket 
Agent. Station, Cor. 24th and Chestnut Streets, W.W. Baekey, 
Ticket Agent. 

PITTSBURG— Cor. 5th Avenue and Wood Street. E. D. Steintian, 
City Ticket Agent. 540 Sniithfleld Street, J. V. McCormick, Ticket 
Agent. Station. Cor. Smithfield and Water Streets, S. J. Hutchi- 
sox. Ticket Agent. 

SAN FRANCISCO, CAL.— Room 1. Hobart Building, Peteb 
Harvey, (iciural .\gcnt. 

SPRINGFIELD, ILL., N. J. Neer. Division Passenger .Agent. B.& 
O.S.-W.; F. B. JOHNSTOX, Traveling Passenger Agent. B.&O.S.-W. 

ST. LOUIS— Broadway and Locust Street, F. D. Gildkrsleeve. 
District Passenger Agent, B. & O. S.-W,; H. C. Stevexsox. City 
Passenger Agent. B, »V: O. S.-W. ; L. G Pail. City Ticket Agent; 
L. L. Horxixg. Station Passenger Agent. S, F. Raxdolpii. Trav- 
eling Passenger Agent; E. S. Grr. General Agent, B. & O. R. R. 

ST. PAUL, MINN., R. C, Haase, Northwestern Traveling Pas- 
senger Agent. 

TIFFIN, OHIO, A. .7. Bell, Ticket Agent. 

VINCENNES, IND., G. M. Taylor. Traveling Passenger Agent, 
1'.. iV II. s,-\v. 

WASHINGTON, D. C— 707 LOth Street. N. W. Cor. New York 
.Wcnuc. 11. P. .Mk.kkii.l. Ticket Agent. 619 Pennsylvania Avenue. 
H. Iv, HowsEit. Ticket .\gent. Station. New Jersey Avenue and 
(' Street. .1. Lewis. Jr.. Ticket Agent. 

WHEELING, W. VA.— B. .t O. Station. T. C. BfRKE, Passenger 
Agent. 

WILMINGTON. DEL.— Delaware Avenue Station, H. .\. Miller, 
I'iis-enger and Ticket Agent. Market Street Station, J. E. Hitch, 
Ticket Agent. 

W^INCHESTER, VA., T. B. Pattox, Ticket Agent. 

ZANESVILLE, OHIO— Depot. Jas. H. Lee. Ticket Agent. 

EUROPEAN AGENTS— Baltimore Export it Import ("o.. Lim- 
ited. 23. 24 and ■'.:> I'.illiter Street, London, E, ('., 21 Water Street, 
Liverpool, England. 



wmmF 




SPECIAL 
INFORMATION 



Concerning Routes, Rates, Time of Trains, 
etc., will be cheerfully furnished on ap- 
plication to any of the following repre- 
sentatives of the 

BALTIMORE & 
OHIO RAILROAD 



Lyman McCarty. Ass't Gen'l Pass'r Ayrent. . .434 Broadway, New York 

Gko. DeHaveN", Excursion Manager Baltimore. Mil. 

J. P. Taggart, New Eng. Pass'r Ay:t.. 211 Washington St., Boston, Mass. 
Bernard Ashby. Uist. Pass'r Agt..834 Cliestnut St., Philadelphia, Pa. 

B. 1". Bond, Division Passenger Aprent Baltimore, Md. 

S. B. Hege, General Agent Passenger Deiiaiiment. . Washington, D. C. 
ARTHUR G. Lewis, Southern Pass'r Agt. .Atlantic Hotel, Norfolk, Va. 

E. D. Smith. Div. Pass'r Agent.. 5th Ave. and W'ood St., Pittsburg. Pa. 
D. S. AViLDER. Div. Pass'r Agent No. 8 N. High St., Columbus. O. 

D. D. Courtney, Trav. Pass'r Agt.. 211 Washington St., Boston, Mass. 
Robert Skinnek. Traveling Pass'r Agent. ..434 Broadway, New York 
J. M. Bennett, Trav. Pass'r Agent.. 834 Chestnut St., Philadelphia. Pa. 
H. P. Baldwin. Trav. Pass'r Agt. . 70715th St., N.AV., Washington, D. C. 

C E. DUDROW, Traveling Passenger Agent Harper's Ferry, W. Va. 

J. T. Lane, Traveling Passenger Agent BoUaire, O. 

T. C. Burke. Passenger Agent Wheeling, W. Va. 

F. P. Copper, Traveling Passenger Agent Newark. O. 

G. W. Squiggins. City I'ass'r Agent 241 Superior St., Cleveland, O. 

E. G. TucKERMAN. City Passenger Agent 434 Broadway, New York 

L. G. Stine, Passenger Agent 1300 Broadway, New York 

A. C. Wilson, City Pass'r Agt. . . 707 15th St., N. W., AVashington, D. C. 

G. AVebb Paixi, City Passenger Agent Baltimore, Jld. 

H. A. Miller, Passenger Agent AA'ilmlngton, Del. 

A. M. D. MuLLiNix, Passenger Agent Chester, Pa. 

A. AA'. TiDDY, City Pass'r Agent.. 5th Ave. and AA'ood St., Pittsburg, Pa. 
AV. AV. PicKl.VG. Gen'l Agt. Pass'r Dep't 244 Clark St., Chicago. 111. 

C. G. LEM.MON, Traveling Passenger Agent Chicago, 111. 

R. C. Haase, Northwestern Traveling Passenger Agt.. St. Paul, Minn. 

J. C. BURCH. Traveling Passenger Agent Omaha, Neb. 

Geo. S. Stuart, Traveling Passenger Agent San Francisco. Cal. 

A. J. Smith. Traveling Passenger Agent Parkersburg. W. Aa. 

J. E. Galbraith, General Agent Cleveland. O. 

Peter Harvey. Gen'l Agt.. Room 1. Hobart Bldg., San Francisco, Cal. 
AV. E. Lowes, Advertising Agent Baltimore. Md. 



D. B. MARTIN, 

Manager Passenger Traffic, 
Baltimore, Md. 



B. N. AUSTIN, 

General Passenger Agent, 

Chicago, III. 



Ik. 



MAP OF THE 

BALTIMORE & OHIO R. R. 




L^_L 



AND CONNECTIONS 

ON WHICH THROUGH CARS 

ARE RUN 



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CORBITT 
CHICAGO 



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LIBRARY OF CONGRESS 



002 415 030 6 ^ 



Reasons 
Why 




